Reversing and control mechanism for internal combustion engines



March 7, 1933. M GOLDBERG ET AL 1,900,054

REvER SING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES FiledApriI 1, 1927 4 Sheets-Sheet l Kur /NINE Ans/1 Pas/17am or Pam 72-1920Zmnentors I 15 4 Mar/VS J. GO/dbeg 8g Franz C'm/ Zuf/ W I E GttomegMarch 1933- J. GOLDBERG ET AL ,0

REVERSING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES FiledApril 1, 1927 4 Sheets-Sheet 2 attorney March 1933.v M. J. GOLDBERG ETAL 1,900,054

REVERSING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES FiledApril 1, '1927 4 SheetS -Sheet s 7 Bnventors Nor/vi; J. Goldberg FranzCar/ 7u l W Gttorncg Marbh 7, 1933. GOLDBERG ET AL 1,900,054

REVERSING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES FiledApril 1, 1927 4 Sheets-Sheet 4 Inventors Mow/'5 d Ga/abarg BB Franz Car/7uf/ (Tttorhcj Patented Mar. 7, 1933 UNITED T T S PATENT OFFICE MORRISJ. GOLDBERG AND FRANZ CARL TEUFL, OI BELOIT, WISCONSIN, ASSIGNORS TFAIRBANKS EORSE 6t 00., OF CHICAGO, ILLINOIS, A CORPORATION OF vnnvnasrne m comer. mncnnmsm ron INTERNAL comnus'rxon enemas Applicationfiled April l,

This invention relates to improvements in internal combustion enginesand more particularly to an improved reversing mechanism and a mastercontrol system especially adapted for solid injection, high compressionengines. I a

The object of this invention is to provide a more simple and morepositivemeans for stopping, starting and reversing engines of the abovedescribed sort through a single,

simple set of controls.

in either direction of operation, may be ef-' fected through a singlecontrol wheel or lever. A further object is the attainment of such acontrol system as will minimize the personal factors hithertoinfluencing the correct operation of an engine byproper selection ofcontrols. The prevailing practice is usually to operate the severalcontrols of the engine separately. In this event the use of each of thecontrols is subject to correct selection by the operator or engineer. Bycombining the I ventfon will appear from the drawings and severalcontrols under a single master control, they are so interlocked that itis impossible for the events to occur in any but the proper sequence. 1

Further objects and advantages of our inthe following descriptionthereof.

Although our invention consists lar ely in the construction andarrangement 0 parts hereinafter described and particularly pointed outin the claims, yet we do not limit our invention to the precise form orconstruction of parts shown or the several parts thereof,

' inasmuch as various alterations may be made without changing the scopeof the invention.

In the drawings, Fig. 1 is a vertical scctiona1 elevation taken througha portion of the upper portion of the base of an engineembodying thepresent invention; Fig. 2 is a sectional 1927. Serial No. 180,294.

elevation substantially transverse to I the showing in Fig. 1, and takenalong line 2-2,

superposed on a section alongline 2'2';

"' and taken through a portion of the upper portion of the engine base.showing an approved form of connectingmeans between the manual controlshaft and injection pump, Fig. 5is a sectional elevation taken along theline155in'Fig. 8 and shows an approved form of in ection pump which-maybe employed in connection with our unified control system, showing anapproved means for cuttmg off the fuel supply when it is desired to stopthe engine; Fig. 6 is a diagrammatic illustration of the fuel-cut-outcam assembly in position to stop the engine, by terminating the fueldelivery; Fig. 7 is similar to Fig. 6 except that the cam assembly is inposition for normal forward running of the engine; Fig. 8 is adiagrammatic organization view, to indicate apreferred relation of thevarious items of the mechanism; Fig. 9 is a View of a preferred form ofcontrol wheel and dial, shown in section in Fig. 1.

Referring by numerals to the drawings, 10 indicates a portion of a camshaft, which may be operatively connected in any suitable manner (notshown), to the crank shaft of the engine and turning at engine speed,when the device is employed on a two cycle engine. To the shaft 10 arekeyed or otherwise suitably afiixed, the air starter cams 11. These camsare preferably grouped in pairs, one cam of each pair being adapted fora given rotation of the engine and another cam of each pair for theopposite rotation. At 12 pressed on after them. By reference, at leastone of the pins is provided as a pivot for each of the rollers 14. Theabutting ends of ins 15 are preferably faced perpendicular y to theiraxes so as to be in sliding contact with each other. The pins 15 arepreferably rotatably mounted in the rocker arms 12 and are also capableof endwise motion. A handwheel shaft 17 is rotatably mounted, as shown,and:: is geared or otherwise connected to a shaft 18. Shaft 17 ispreferably manually rotatable in either direction b means of the wheel19. The wheel 19 is pre erably provided with an indicator 20 and aspring pressed catch 21. Connecting gearing ma be rovided, as shownbetween shafts 17 an 18 y gears 22 and 23. Shaft 18.preferably carries apair of cams 24, one at each end of the air start cam assembly (see Fig.2). The faces of cams 24 are mounted in sliding contact with the outerendsof the pins 15.

'Each cam 24 is formed of a pair of flat surfaces which are disposed indifierent planes connected by a cumming portion. Sufficient clearance isprovided between the cooperating parts of this assembly to permit eachrocker 12 to oscillate freely in following the contour of the earns 11.A spring 25 is suitably disposed adjacent each of'the rockers 12 andtends to keep each of the rockers away from the surface of the cams 11during normal operation of the engine and when it is desired to shiftthe rollers 14 from one osition to the other. The hand wheel sha t 17preferably carries a cam 26, which serves to open a pressurerelief'valve27. This pressure relief valve controls communicationbetween an air chamber 28 and the atmosphere, the air may escape to theatmosphere through an opening 91 in the crankcase. The valve 27 isnormally held closed by a spring 29. On thehand wheel shaft 17 isanother cam 30 which may be a double nosed cam (Figs. 1

and 8) and which serves to control the master air starter valve 31.Valve 31 is normally held in its closed position by a spring 32, and byair under pressure in the chamber above valve 31, to which the air issupplied through a suitable conduit 90 which is connected to a suitablesource of compressed air. When the valve 31 is in open position, thecompressed air is admitted into chamber 28. The air starting.distribution'valves, as shown at 33, are valves of a conventional typeactuated indirectly by the cams 11 acting upon therollers 14 to causethe valves to open in timed relation with the corresponding powercylinders The apparatus described may be inpart or completely enclosedby a housing 34, as shown. This housing may be aportion of the upperpart of an engine base or may, if desired, consist of a separateauxiliary enclosure. v

In Fig. we have shown an approved form aaoaoaa of connecting meansbetween the manual control shaft 18. and the injection pump shown inFig. 5. This connecting means comprises a cam assembly 34', described indetail in the co-pending application of Morris J. Goldberg and Saul A.Ciechanow, Se-

rial No. 180,293, filed April 1, 1927. Briefly described, this assembly(see Figs. 6 and 7),

- except when they are impelledby the pins 53 acting in one extremity orthe other of the slots provided in each of the outside cams. Thefuel'cut-out-cam assembly is shown in this particular instance ascomprising three cams.

The cam assembly 34 being actuated and carried by shaft 18, is subjectto manual actuation by wheel 19. It will be seen that the described camassembly operating in conjunction with the ratchet 35, serves at timesto lift an arm 36 against the pressure of a spring 37 by contact betweenone or more of the cams and the roller 38. The motion of arm 36 istransmitted. to an adjustable link 39 which is in turn connected to, andserves partially to rotate a shaft 40. Shaft 40 carries a projection 41(see Fig. 5) whichat:

times implnges upon a rocker 42. Rocker 42 is provided with anadjustable eccentric fulcrum 43, which may be controlled through partialrotation by a governor, shown in Figure 8. The injection pump, onepreferably being provided for each of the power cylinders, comprises aplunger 44, yieldingserves to operate the push rod '57 to actuate theplunger 44. The push rod 57 is in driving relation at its upper end withrocker 42. An inlet valve 46 is provided, which is normally seated by aspring 47. A reservoir 48 ma be used to supply the pum with fuel thronglot Ill

the inlet valve 46. For lling the injection system with oil, beforestarting, a priming wrench 49 may be employed for manually actuating theinjection pumps to deliver fuel to the injectors and cylinders andfacilitate startin in a manner well known in the art. The in ection pumpand the fuel out 01f device shown in Figs. 4 and 5 may each be enclosedin suitable housing members indicated at 34A, 34B and 34C, whichmay ormay not be the parts of the same enclosure as v that indicated in Fig.1.

The injection pump is of such a design that its operation will be atonce apparent from the description of its partsset. forth above. On theup stroke of the plunger 44,

- the intake valve 46 is held open and acts as shown) upon the shaft 43and the eccentric;

Rotation of these elements shifts the fulcrum of the rocker to causevalve 46 to close earlier gr llater', and hence to govern the deliveryof The operation of our starting apparatus will be apparent from theabove detailed descri tion of its parts. Before starting the engine; thehand wheel 19 is in the stop position indicated by the pointer 20. Themaster air valve '31 is'closed, the relief valve 27 is 0 en and therollers 14 are out of contact with the cams 11. Upon turning the handwheel 19 in either the ahead or astern direction the same sequence ofevents takes place as follows: The rollers 14 are shifted over theproper set of cams 11. This shifting is accomplished by means of therotation of shaft 18 which is geared to the shaft 17, and the action ofthe spiral faces of cams 24 on the pins 15. At the same time that therollers 14 are. shifted, the relief valve 27 is, due to the movement ofthe cam 26, closed by the spring 29. By preference the shifting ofrollers 14 to the pro er set of cams is completed after a few egrees ofangular displacement of the hand wheel 19. Upon fur-. ther rotation ofthe, wheel, the relief valve 27 is closed, and after still furtherrotation the master air valve 31 is opened to admit the starting air tothe chamber 28. Obviously some or all of the enumerated steps may.

be made to take place simultaneously, or their order changed somewhatwithout materially efi'ecting the result.

The air pressure now present in chamber 28 tends to close all of thevalves 33 against the slight pressure of the springs and causes theengine. At this point in the rotation of the shafts 18 and 17 one ofthelow points of the cam assembly 34 has been brought under the roller 38so as to permit spring 37 to move the arm 36 and link 39 downwardly,(see Fig. 7) thus rotating the shaft 40 through a few degreescounterclockwise, Figs. 4 and 5. The effect of this is to separate theelements 41 and 42. the pump having been previously held in inoperativeposition by contact between the projection .41 and the rocker 42. Therotation of shaft 40, as described, again causes fuel to be dischargedby the injection pump, and firing begins due to the injection of fuel toeach power cylinder. As soon as the engine has started, the hand wheel19 is turned back to the running position. This movement momentarilycuts off the engine fuel while the high nose ofcam is passing underroller '38, and then restores the supply of fuel to the engine when therecess of cam 50 comes under roller 38, where it remains during normaloperation. Upon movement of the wheel 19 to running position the cam 30permits the master air valve 31 to close, thus cutting off the supply ofair from the receiver. This operation also serves to bring cam 26 to aposition to open the relief valve 27 and establish communication betweenchamber 28and the atmosphere. The pressure against each of the valves 33being thus relieved, the springs 25 hold the rollers 14 off of theirrespective cams, thus putting the entire air starting mechanism out ofoperation during the normal running of the engine.

Control of the fuel injection is coordinated with that of the startinand reversing means, by the cam assembly 34', forming the subject of theabove mentioned co-pending applicatiom Briefly described, its operation9 is as follows: lVhen the control wheel 19, connected toshafts 17 and18, is in its stop position, the roller 38 rides the high point 58 ofcam 50 (see diagrammatic Fig. 6). The rocker arm 36, through its linkageto shaft 40, will have rotated this shaft sufiiciently to cause theprojection 41 to engage the in take valve rocker 42 to hold open thevalve. Let it be assumed in the present instance that wheel 19 is turnedin the ahead direction. This causes the cam 50 to turn in a clockwisedirection, (in the diagrams). Cam 51, because of the ratchet, does notrotate until the pin 53 engages the end of the slot in cam '51, and thisdoes not occur until the high point 59 on cam 51 covers the low point 60on 'cam 50. The roller 38 is long enough to engage all of the earns 51and 52, and rides the high point 59 of cam 51 past the low point 60.This low point corresponds to a running position of the control. Thefuel is thus kept cut off until the shaft 18 has rotated through such anangle as to permit the roller 38 to reach the low point 61 on cam minatedelivery of fuel by the inj ection pump.

50. This Preferably does not occur until the control wheel has beenrotated throu h a sub- "stantial an le in order to have permitted theother described startin events to take place, and to enable the engineto be rotated at a fair speed by its starting means. This low point 61permits the roller 38 to drop; thus spring 37, acting upon the rocker36, and through link 39, rotates shaft 40 and projection 41,anticlockwise, (Fig. 5), and permits delivery of fuel by. the in ectionpumps, to start the engine firing.

As soon asthe engine begins to fire, the wheel 19 is turned inttheopposite direction until the roller 38 engages a low point 60 on cam 50,which represents the running position on this cam, and serves'to cut-inthe injection fuel. The cam 51 has cleared the roller 38 in turning tothe starting position, and because of the ratchet and the lost mo.- tionarrangement provided by the pin 53 and associated slot in the cam 51, ituncovers the low points 60, and the cam 51 does not again come under t eroller as the elements are returned to running position.

The engine is stopped by rotating wheel 19 to bring the high oint 58 ofcam 50, under the roller 38, when t e projection 41 on shaft 40 willobviously hold open the valve 46 to ter- In the example shown, a sterncontrol is accomplished in a-manner similar to. the. above, by using theopposite half of cam 50 together with cam 52. The high point of cam 52is shown at 62,and the astern running'position ofcam 50 is indicated, at49.

The. astern-starting, fuel-on position is effected by engagement ofroller 38 with a low point 64. I A

To recapitulate the operations accomplished by astern movements of thecontrol d wheel, it will be seen that whenthe wheel 19 is positionedwith .pointer 20 at stop, the engine comes to rest with the airinletvalve 31 closed, due to the position of cam 30, and with the airrelief valve 27 open, due to the position of cam 26, as indicated byFig. 1, and that the fuel supply is cut out, dueto the engagement ofroller 38 with the middle high part 58 of cam 50, as shown by Fig. 6.When the engine is to be started astern, the control wheel 19 is rotatedto bring pointer 20 to its extreme position on the astern side, as shownby Fig. 9. Durin this movement air relief valve 27 closes. Kt the sametime rollers 14 are shifted, by rotation of cams 24, over the set ofcams 11 which corresponds to astern rotation of the engine; the inletvalve 31 then opens, and the introduction of fuel during this movementis prevented by roller 38 riding over the high point 62 of cam 52, whileassing low point 49 of cam 50, (see Fig. 7). hen however, the controlwheel is rotated to bring the pointer 20 to its extreme astern position,roller 38' drops into low part 64 of names cam 50 and permits theinjection pump as-- sembly to supply fuel to the cylinders. In thisposition 0 the control, both starting air and the injected fuel coact toaccelerate the engine. The next move is to turn back the wheel 19 untilpointer 20 comes to astern running position, the wheel 19 beingmaintained in such position by engagement of a latch 21 with a notcheddisc fixed to the control housing (see Fig. 1) During this movement thefuel is momentarily. cut off while roller 38 passes over the high partof cam 50 between low parts 64 and 49, and then drops into low part 49,at the runnin position; the high part 62 of cam '52 being ield out ofinterference by the fact that ratchet 35 prevents cam 52 from following,to the extent of the lost motion established by thearcuate slot and pin53 (see Figs. 6 and 7). During this movement of shaft 17 the air inletvalve 31 the valves 33'of air pressure and permitting springs 25to'raise-rollers' 14 to clear the cams 11. (Fig. 1). When the engine isto be stopped, the control wheel is turned to stop position which bringsall parts back to the first position described and completes the controlcycle for the astern movements of the various control elements.

,The reversing mechanism proper consists essentially of a noveldevice'which controls the admission of starting air to the cylinders to.give the engine initial rotation in either direction desired. Theinjection pumps are designed to operate equally well in either directionof rotation of the engine without any change in settmlg or time.

t willbe seen that the manually controlled wheel 19 serves to effect acomplete, unified control over a reversible engine of the typedescribed, and that the positions of the controls are at all timesdefinitely ascertainablo from the position of the indicator 20.

I claim:

1. In an internal combustion engine, a reversing means thereforcomprising a timed admission valve for starting air, a cam shaft, apairof cams carried by said shaft, a tappet common to said cams, and acontrol shaft adapted to be selectively manually rotated, and means,including cam members on opposite sides of the tappet, for utilizing therotation of said ,control shaft to effect a movement of said tap t tocause an operative relation between eit er of said cams and said tapet.p 2. In an internal combustion engine, a reversing mechanism comprisinga starting-air distribution valve, a cam shaft, and a pair of camsmounted on said shaft, each adapted to open said valve in a differenttimed relation to said engine, a tappet, a control shaft, and

'means, including tappet-shifting members opposite sides of'the tappet,said means adaptshaft, air-start distribution valves, cams on p ed to berotated to move said tappet into engagement with either of said cams,accordmg to the desired timing of air distribution of said engine.

3. In an internal combustion engine, a reversing mechanism comprising astarting-air distribution valve, a timing shaft and a pair ofvalve-actuating cams carried by said shaft, an element connecting saidvalve and said cams, a control shaft, and a pair of spaced cams carriedby the control shaft and adapted to be actuated to effect an operativerelation between a predetermined one of said valve-actuating cams andsaid connecting element.

4. In an internal combustion engine, a reversing mechanism comprising anair distribution valve, a cam shaft and a plurality of cams thereon, arocker between said cams and said valve, an axially movable element onsaid rocker, a control shaft, and cams carried thereby on opposite sidesof the rocker, said cams being adapted upon rotation to effect an axialmovement of said element to cause an operative engagement of either oneof said cams with said element, to actuate saidvalve.

5. In an internal combustion engine, a reversing mechanism comprising anair distri bution valve, a cam shaft and a pair of cams thereon, arocker between said cams and said Valve and a roller laterally movablewith respect to said rocker, adapted to contact with one of said cams ata time, to efi'ect an operative relation between said valve and apredetermined one of said cams.

6. In an internal combustion engine, a reversing mechanism comprising anair valve, a cam shaft, a pair of air-starting cams thereon, a rockeradjacent said cams, a roller on said rocker and a pivot for said roller,a manually controlled shaft and a cam thereon adjacent each end of saidpivot, said last mentioned cams being adapted by rotation of saidmanually controlled shaft to shift said roller into a predeterminedoperative position w th respect to said air-starting cams,

7 In an internal combustion engine, a cam said shaft arrangedselectively to actuate said valve, according to desired direction ofstarta in rotation, an operative connection between saldcams andeachvalve, a fuel injection system, a control shaft, a single controlmeans for manually rotating said control shaft, a combined air-startingand reversing means, including said control and control means, a cammingdevice, including spaced cam-follower elements, adapted for alternatecammed engagement upon rotation of the control shaft, to shift theconnections between the air distribution cams and valves, and meanscarried by said control shaft and correlating in sequence the operationof said fuel injection system with ontrol of said starting and shaft,whereby the engine, coacting cam and valve connections arranged forselectively actuating saidvew valve, a fuel in ection pump, a unifiedcon-"u trol system including a rotatable control shaft, a cam adapted tobe actuated with said shaft, a valve operatively associated with saidlast named cam, and adapted to coact therewith to control admission ofair to said starting system, cam and follower elements asociated withsaid shaft, adapted upen rotation thereof, for selectively and shiftablyinterposing the forward and reverse cam connections to said distributionvalve, whereby to establish direction of starting rotation of theengine, means on said shaft adapted to control said injection pump, anda single control element operatively associated with said actuation ofsaid element is adapted to efiect a complete predetermined sequence ofoperations for controlling said engine.

9. In a reversible internal combustion engme embodying an air reversingsystem and a fuel injection pump, a control system ineluding a unifiedmanual control member, a plurality of concurrently operable controlshaft portions operatively associated with the control shaft portionsand selectively engaging said abutments for shifting the follower fromone to the other of said cams, and a device for coordinating airandfuel-control operations, said device being operatively associated withthe control shaft portions, and adapted upon beingrotated by saidcontrol member, to efiect a com letepredeten mined sequence ofoperations or controlling,

in predetermined orders, said air distribution shifting means, and saidinjection pump.

10. In an internal combustion engine, a

starting reversing and fuel control system comprising in combination, aunified control element, a manually rotatable shaft, arranged foractuation b said element, a rotary device carried by sai shaft forvarying sequential relation of airand fuel-control actuation, a fuelpump and a combined air start and reversing system, said pump and systembeing interconnected by said device, the starting and reversing systemincluding an air start distribution valve, paired cams and a followerfor said valve, a camming device operable responsively to rotationof themanual control shaft, for shifting said follower selectivel over saidvalve cams a master air admission valve, and a cam carried by the manualcontrol shaft for actuating said master valve sequentially with respectto said follower-cumming device.

11. In an internal combustion engine, the combination of an air startingand reversing system including a plurality of air distribution valves, acam shaft, a pair of cams thereon and a cam follower element for each ofsaid valves, one of said cams being, adapted for forward and another forreverse initial rotation of said engine, a plurality of fuel i11-jection pumps, a rotatable control shaft, a single manual controlelement operatively associated therewith, a device for coordinating,

in varied predetermined sequence, airand fuel-control movements, saiddevice operable by and adapted with said manual control shaft forinterconnecting said air system and fuel pumps, a carrier for saidair-valve follower elements, a camming device operable upon rotation ofthe manual control shaft and including spaced abutments on the carrieradapted for alternate cammed engagement in shifting the followerelements be tween said air start cams.

12. In combination with an air-starting and fuel-control mechanism foran internal combustion engine, a cam shaft, a painof airstartdistribution cams thereon, a rocker, a roller on said rocker, arotatable control shaft, a manual control member operatively. related tothe control shaft, avcamming device including spaced camming surfacesand s aced abutments the efor said'device 0 er- P P able by said controls aft and adapted --u on rotation thereof to shift said roller, axia1y,-

into operative relation with respect to either of said air-start cams,and a fuel control device carried by said control shaft, being distinctfrom said camming device, and adapted to correlate and unify the airandfuel-control operations upon rotation of the control shaft.

13. In an internal combustion engine, in combination, combinedair-starting and reversing means, afuel injection device, a manuallyoperable shaft for the unified control of said device and means, amanual control ele ment for actuating said shaft, a device carried bysaid shaft and arranged upon rotation, to provide a predeterminedsequence of fuel and air control movements, upon a predetermined angularmovement of the control element, said air start and reversing meansincluding air distribution valves, paired cams and a follower foractuating each of said valves, a carrier for the followers, a cammingdevice rotatable with the manual control' element for urging the carrierinto selective positions along the axis of the distribution cams, amaster air admission valve,

moaned an air relief valve, and cams associated with the manual controlelement, for said master valve and relief valve.

14. In an internal combustion engine, of air-starting and reversing tpe, a control shaft, a manual control mem r operatively related to saidshaft, a plurality of air-control cams arranged for rotationresponsively to rotation of the control shaft, air distribution camsarranged in pairs, adapted respectivel for ahead and reverse rotation, adistribution valve and a follower associated with each pair of relatedcams, and a master air admission valve, said control cams includingcamming means for shifting said followers, and a cam for actuating theair admiss on valve, sequentially with respect to shifting movement ofthe followers.

15. In an internal combustion engine, of air starting and reversingtype, an enginedriven cam shaft for actuating the air startingequipment, a cam shaft adapted to be manually rotated for effectingstarting and reversing control movements, air distribution valves,paired distribution cams on saiddrivon cam shaft and afollower for eachdistribution valve, a plurality of control cams operatively associatedwith the control shaft, a master air admission valve, an air reliefvalve, said control cams including cammingnot l

